Stop means for a railway impact absorbing device

ABSTRACT

Stop means for a railway impact absorbing device includes a stop member adapted to be secured to a portion of the sill structure of a railway car. The stop member has a base portion which is secured to the outside wall of the fixed sill structure of the car and horizontal inwardly extending portion which extends through a slot in the fixed sill to co-act with the cushioning device of the railway car. When used in a railway car with a sliding sill, the stop member also extends through a slot in the sliding sill of the railway car, and other stop members are secured to the sliding sill above and below the first stop member. The second stop members also co-act with the impact absorbing device.

[ Mar. 26, 1974 United States Patent Hawthorne [5 STOP MEANS FOR ARAILWAY IMPACT 3,221,898 12/1965Pellnitz.............,..........,.......... 213/8 ABSORBING DEVICE 1/1 7Aquino Primary Examiner-Drayton E. Hoffman Attorney, Agent, orFirm-Hibben, Noyes & Bicknell [75] Inventor: Vaughn T. Hawthorne,

Mechanicsburg, Pa.

[73] Keystone Industries, Inc., Chicago,

Assignee:

22 Filed: 061. 14, 1971 21 Appl. N0.Z 189,433

tion of the sill structure of a railway car. The stop member has a baseportion which is secured to the 52 US. 213/8 213/64 outside wall of thefixed Structure of h and 51 1111.361 9/16 horizontal inwardly extendingP"rtion which extends through a slot in the fixed sill to co-act withthe cush- [58] Field of Search............... 213/8, 43, 62, 64, 67,

ioning device of the railway car. When used in a railway car with asliding sill the stop member also extends through a slot in the slidingsill of the railway car, and other stop members are secured to thesliding [56] References Cited UNITED STATES PATENTS sill above and belowthe first stop member. The sec- 88008 3333 1111 2222 M n mlm 0 e mm e mwflaan PBZK S oo 6667 9999 1111 2092 ll 378 JQOOO|A 1 3699 2095 135 3333STOP MEANS FOR A RAILWAY IMPACT ABSORBING DEVICE This invention relatesto a railway car impact absorbing device and, more particularly to stopmeans cooperable with the impact absorbing device.

Various types of impact absorbing devices are used in railway cars.Generally, some type of stop means is provided to operatively connectthe impact absorbing device to the railway car sill structure. Forexample, as is shown in my copending US. Patent application Ser. No.710,196, filed on Dec. 17, 1969, now abandoned a single-acting impactabsorbing device is operatively connected between a center or fixed silland a sliding sill of the car by stop means. This type impact absorbingdevice generally comprises a hydraulic cylinder having a piston which isconnected to a rod, one end of the rod and one end of the cylinder beingforced by a spring to co-act with stop means provided on thechannel-shaped fixed and sliding sills to absorb the impacts received bythe couplers. Stop means for the sliding sill usually comprise heavysolid blocks secured to and extending horizontally inward along theinside of each of the side walls of the channel-shaped sliding sill, andstop means for the fixedstill is in the form of a key comprising acenter plate secured to the bottom flanges of the fixed sill and avertical member secured to the plate and extending upwardly into thecenter of the channel-shaped sliding sill. Both of the stop means arelocated between the end of the rod and the adjacent end of the cylinder,rather than at the extreme ends of the device.

When suchan impact device is installed in railway cars having a small ornarrow center sill, such as older cars, the stop means used heretoforeare difficult to install because of the restricted space inside thesill. Further, the type stops used heretofore are unduly large, bulkyand heavy in weight.

The present invention overcomes these disadvantages by providing stopmeans which can be easily installed in a narrow sill and which isseveral hundred pounds lighter in weight than the prior stop means. Thestop means of the present invention includes, preferably, a set ofmembers having a base portion which is adapted to be secured to theoutside of the sill, thus making possible installation in a narrow sill,and an inwardly extending portion which is adapted to extend through anopening in the sill to co-act with the impact absorbing device.

When the stop means of the present invention are installed on carswithsliding sills, one set of stop members also extends through an openingin the sliding sill, and another set of stop members are provided, theother set of stop members being vertically spaced above and below theone set and secured to the sliding sill.

The stop of the present invention is particularly advantageous inrebuilding older cars and reduces the weight added to' such car whenfitting such an impact absorbing device to such a car.

Accordingly, the general object of the present invention is to providestop means for use with an impact absorbing device in a railway car witha small or narrow sill.

Another object of the present invention is to provide light-weight stopmeans for use in a railway car with a fixed and sliding sill.

Still another object of the present invention is to provide stop meanswhich can be easily secured to the outside of the sill of a railway car.

These and other objects of the present invention will become moreapparent from the following description and accompanying figures of thedrawing in which:

FIG. 1 is a horizontal view taken on line l1 of FIG. 2, with portionsbroken away showing an impact absorbing device embodying stop means ofthe present invention;

FIG. 2 is a vertical sectional view taken on line 22 of FIG. 1, showingthe impact absorbing device in one position;

FIG. 3 is a view similar to FIG. 2 but showing the impact absorbingdevice in phantom lines in an extended position;

FIG. 4 is a view similar to FIG. 3 but showing the impact absorbingdevice in another extended position;

FIG. 5 is a cross-sectional view taken on the line 5-5 of FIG. 2; and

FIG. 6 is an exploded perspective view showing the sills and stop meansof the present invention.

Stop means of the present invention may be used with various typecushioning devices and, as an example, is shown in FIG. 1 on a railwaycar having a sliding sill structure and a single acting, impactabsorbing device 10. The car has a fixed sill 12 and a sliding sill 14,the fixed sill 12 forming part of the understructure of the car andcarrying, as is conventional the sliding sill 14 to which at oppositeends thereof couplers (not shown) are attached. The fixed sill is achannel member having a top wall 16 (FIG. 5) and side walls 18 withbottom flanges 20. Within the fixed sill 12 is the sliding sill 14 whichis formed by two small side channels 22 joined together by a plate 24 atthe top. Reinforcement plates 26 are secured, as by welding,to each ofthe bottoms of the channels 22, the lower flanges of the channels 22being removed in the area adjacent the impact device 10 to permitinstallation and removal, thereof.

Impacts transmitted from the couplers to the sliding sill 1 4 areabsorbed by the impact device 10 connecting the sliding sill 14 andfixed sill 12 together. The sills 12 and 14 co-act with the impactdevice 10 through stop means of the present invention, which, in thisinstance, comprises one set of stop members 25 secured to the slidingsill 14 and a second set of stop members 27 secured to the fixed sill12. The impact absorbing device is longitudinally disposed within thesliding sill 14 and is supported, in this instance, on a support frame28 which depends, in this instance, from the sliding sill 14. The frame28 comprises a pair of longitudinally extending angles 30 which arewelded to the reinforcement plates 26 secured to the lower edges of thechannels 22. Between the angles 30 (FIG. 6) is mounted a horizontallyextending plate 32 which is secured at its downwardly bent ends by bolts34 to the angles 30. To the upper surface of the plate 32 is secured apad on which the impact device 10 slides, as will be hereinafterdescribed.

The impact absorbing device 10 (see FIG. 2) includes a reservoir housing44, generally square, in cross section, which is closed at its oppositeends by a head 46 and a head 48. The opposite ends of the reservoirhousing 44 are welded to the heads 46 and 48 to provide a liquid-tightunit.

Within the reservoir housing 44 is a cylinder 50 which extends betweenthe heads 46 and 48. Along its length in the wall of the cylinder 50 areformed a plurality of fluid flow orifices (not shown), which communicatethe interior of the cylinder 50 with interior of the reservoir housing44, and through which fluid flows during the functioning of the impactabsorbing device 10. The reservoir housing 44 and the cylinder 50 may befilled with fluid by means of an opening (not shown) provided in thereservoir housing 44, the opening being closed by a plug (not shown).

A piston 60 (FIG. 2) slides within the cylinder 50. When the relativemotion of the piston 60 is to the left with respect to cylinder 50, fromthe position shown in FIG. 2 to the position shown in FIGS. 3 and 4,fluid is forced under pressure out the left side of the cylinder throughthe orifices into the reservoir housing 44 and back through otherorifices into the right side of the cylinder. When the movement is inthe opposite direction the orifices provide for flow of fluid from theinterior of the right side of the cylinder 50 to the reservoir housing44, and then to the interior of the left side of the cylinder. 7

The piston 60 is secured, as by welding, to a piston rod 62 whichextends outwardly through a projecting boss 63 (FIGS. 1, 2 and on thehead 46, longitudinally of said sills, and beyond the stop members 25and stop members 27. At its outer end, the piston rod 62 extends throughand is welded to a rod member 64 which is square in transverseconfiguration and is provided with a boss 65 (FIGS. 1 and 3) and radialstrengthening ribs 66. Because of its size and shape, the rod end member64 is guided by the walls of the sliding sill 14, and rotation of therod end member 64 is thus prevented. The piston 60 and piston rod 62 arenormally forced to the right by an adjacent spring means hereinafterdescribed. Therefore an inner face 68 of the rod end member 64 normallyengages'the left-hand ends of the stop members 25 and the stop members27, and a face 79 of the cylinder head 46 normally engages the righthandend of the stop members 25 and stop members 27 as is shown in FIGS. 1and 2.

At the right-hand end of the device as shown in FIG. 2, is a spring rod70. The rod 70 extends through a boss projecting outwardly of the head48, and at its inner end the rod 70 is welded to the end of the pistonrod 62 so that the combination of the piston rod 62 and spring rod 70move as a unit.

The spring rod 70 has at its outer end a spring follower 72 (FIG. 2)which is held thereon by a welded collar 74 and split bushing 76.Confined between the head 48 and the spring follower 72 is a heavy dutycompression spring 78 which urges the spring follower 72 rightwardly,and thus tends to hold the piston 60 in the normal or rightward positionshown in FIG. 2. The spring 78 is enclosed within an elongated springhousing tube 80 which is fastened by bolts (not shown) to the head 48.

In this instance, the sliding sill 14 carries on each of its inner sidewalls a pair of vertically spaced apart stop members 25 which arefabricated preferably from bar and angle stock in order to minimizetheir weight and to provide the necessary weld length to secure the stopmembers 25 to the sill. Each pair of stop members 25 includes an upperlongitudinally extending angle 82 (FIG. 5), which is welded to the upperportionof the channel 22, and two longitudinally extending bars 84 whichare welded to the lower portion of the channel 22. Angles were chosenfor the upper stop members 25 to facilitate welding these members to thesill 14. The stop members 25 are vertically spaced apart to permit thestop members 27, hereinafter described, to extend horizontally betweenthe stop members 25 to co-act with the inpact device 10. The stopmembers 25 having striking faces 83 and striking faces 85 formed by foursmall end plates welded to the left and right ends, respectively, of theangles 82 and bars 84.

In this instance, the stop means on the fixed sill 12 includes the twostop members 27. The stop members 27 are easily installed in railwaycars with narrow or small fixed sills, since the stop members 27 aresplit apart. Each member 27 is welded to the outside of the associatedside wall 18 of the fixed sill 12 and extends horizontally through thefixed sill l2 and the sliding sill 14 to co-act with the impactabsorbing device 10. The use of the two split apart stop members 27permits the rod 62 of the device 10 to extend between the member 27 andthus provides for a more compact installation.

As is better shown in FIG. 6, each of the stop members 27 comprises agenerally rectangular base portion 86 with reinforcement ribs on oneside to strengthen the base 86, and has centered thereon an inwardlyextending projection or portion 88, the opposite ends 87 and 89 thereofco-acting with the impact device 10. The reinforcement ribs 90 terminateat the ends of the base 86, and run generally horizontally to carry thehorizontal load which is imposed on the stop members 27. As can be seenin FIG. 5, the base 86 is secured to the outside side wall 18 of thecenter sill 12, as by welding. Since the stop members 27 are secured tothe outside of the sill 12, they take up less space within the sill, andthe welding can be conveniently done even in a car with a narrow sill.The base 86 is considerably larger in cross section parallel to the sillwall than is the extending portion 88 so as to provide increasedstrength and the length of weld necessary to retain the stop members 27to the fixed sill 12.

In order to reduce the weight of the stop members 27 as much aspossible, while yet retaining adequate strength, the extending portion88 which is rectangular in cross section is hollow, except for verticalinterior ribs 95. Because of the type impact device used, the extendingportions 88 are equal in length to the stop members 27. The portions 88extend through slots 92 in sides 18 of the center sill 12 and throughelongated slots 94 in the walls of the side channels 22 of the slidingsill 14. The slots 94 are of a length to permit free movement of thestop members 27, as is hereinafter described and generally are somewhatlonger than the distance between the extreme positions of the stopmembers 27. The provision of the enlarged base 86 helps reinforce thefixed sill 12 in which slots 92 are formed, this being of particularadvantage in older cars.

Each stop member 27 has opposite ends 87 and 89 which engage the face 68of the rod end member 64 and the face 79 of the head 46 of the device10, respectively. The innermost side of the stop members 27 are radiusedto clear the bosses 63 and 65 on the head 46 and rod end member 64,thus, permitting increased contact of the ends 87 and 89 of the stopmembers 27 with the head 46 and rod end member 64. This construction ofthe stop means for the fixed sill results in a substantial weight savingof several hundred pounds over the prior construction and facilitatesinstallation of an impact device in a rebuilt car or in a car with anarrow sill. In fact, the stop members 27 permit installing a singleaction impact device in sliding sill cars with sills too narrow topermit use of the prior art stop key, since there would be little or noclearance for a prior art stop key.

The functioning of the impact absorbing device can be readilyappreciated from a comparison of FIGS. 2, 3 and 4. FIG. 2 shows the unitin its normal position, the spring 78 urging the rod end member 64against the left ends of the stop members and the stop members 27, andurging the head 46 against the right ends of the stop members25 and thestop members 27. The piston 60 is held adjacent'the head 48 by thespring 78, and the greater portion of the piston rod 62 is containedwithinthe cylinder 50. Since the stop members 27 are carried by thefixed sill 12 and the stop members 25 are carried by the sliding sill14, the sliding sill is centrally positioned within the fixed sill 1-2,and the couplers at the opposite ends of the sliding sill and the device10 are held in their normal position, the sill 14 being capathe rightend of the stop members 27, and the frame 28 slides underneath thereservoir housing 44. Fluid is expelled from that portion of thecylinder to the left of the piston 60 through the orifices as described.At the end of this function the spring 78 moves the spring follower 72,the piston rod 60, the piston 60, the rod end member64, and the slidingsill 14 rightwardly in the fixed sill 12 back to the normal or FIG. 2position.

The function of the device is similar when the impact occurs from theleft end of the car (FIG; 4).In this case, the right end of the stopmembers 25 are in engagement with the head 46 and move the assembly ofthe cylinder 50 and the reservoir housing 44 rightwardly, the piston 60,being stationary relative to the fixedvsill 12. The rod endmember 64 isabutted against the left end of the stopv members 27 and does not moverelative to the fixed sill l2, and the stop members 25 move away fromthe rod end member 64. Restoration is effected by the spring 78 in thesame general fashion, except in this case the cylinder 50 and reservoirhousing 44 move with the sliding sill 14. i

From the foregoing, it is apparent that a novel and useful stop meanshave been provided for use with an impact absorbing device, wherein saidsto'p means comprises a member secured to a sill of a railway car, saidmember being secured to the outside of the sill and extending through anopening in the sill to co-act with the impact absorbing device. Itisfurther apparent that when used in a railway car with fixed andsliding sills the members secured to the fixed sill extend through anopening in the sliding sill to co-act with the impact device, and asecond member may be provided on the sliding sill spaced about the firstmember to also co-act with the impact device.

Although the invention has been described with particular reference toa. certain structural embodiment thereof, it is to be understood thatvarious modifications and equivalents may be resorted to withoutdeparting from the scope of the invention.

I claim:

1. In a railway car having an underframe including a fixed sill, asliding sill longitudinally movable relative to said fixed sill andbeing adapted to carry a coupler at each end, said sills each having avertical wall, and an impact absorbing device supported by one of saidsills and co-acting between said sills for cushioning impact forcesimposed on the couplers, said device having a piston and cylinder with arod extending from one end of said cylinder; the improvement comprisingstop means including a first stop member mounted on one of said sillsand a second stop member mounted on the other of said sills, the wall ofone of said sills having an opening therein, said second stop memberextending through said opening, said opening having a longitudinallength to accommodate the relative longitudinal movement between saidsills, one end of said second stop member being engageable with aportion of said rod and said first stop member being engageable withsaid one end of said cylinder upon movement of said sliding sill in onedirection, and the other end of said second stop member being engageablewith said one end of said cylinder and said first stop member beingengageable with said portion of said rod upon movement of said slidingsill in the opposite direction.

2. The improvement of claim 1, wherein said first stop member isdisposed adjacent said second stop member. I

3. The improvement of claim 2, wherein said first stop member comprisesa pair of vertically spaced members and said second stop member extendshorizontally between said pair of vertically spaced members.

4. The improvement of claim 3,'wherein each of said sills has twohorizontally spaced vertical walls, each of said walls-of said slidingsill having a pair of vertically spaced members, and each of said wallsof said fixed sills having one second stop member, said rod extendingbetween said second stop members.

5. The improvement of claim 1, wherein said sliding sill has an openingin the form of a'slot, said first stop members being mounted on saidsliding sill, said second stop member being mounted on said fixed silland extending through said slot in said sliding sill.

6. In a railway car having an underframe including a fixed sill, asliding sill longitudinally movable relative to said fixed sill andbeing adapted to carry a coupler at each end, each of said sills havinga wall, and an impact absorbing device located within one of said sillsand coacting between said sills for cushioning impact forces imposed onsaid couplers, the improvement comprising stop means mounted on saidsills between first and second portions of said device, said stop meansincluding a first stop member. mounted on one of said sills, and asecond stop member having a base mounted on said wall of the other ofsaid sills, said wall of each of said sills having at least one openingtherein, at least one of said openings having a length to accommodaterelative movement between said sills, said second stop member having aprojection extending through said openings, said projection of saidsecond stop member terminating within said one sill, said first stopmember engaging said first portion of said device and said projection ofsaid second stop member engaging said second portion of said device uponrelative movement of said sills in one direction, and said first stopmember engaging said second portion of said device and said projectionof said second stop member engaging said second portion of said deviceupon relative movement of said sills in the opposite direction.

7. The improvement of claim 6, wherein said base of said second stopmember is secured to said wall of said fixed sill and said projection ofsaid second stop member extends through said openings in said fixed andsliding sills.

8. The improvement of claim 6, wherein said first stop member comprisesa pair of vertically spaced apart members, one of said spaced apartmembers being disposed above and the other of said spaced apart membersbeing disposed below said second stop member.

9. In a railway car having an underframe including a fixed sill, asliding sill longitudinally movable relative to said fixed sill andbeing adapted to carry a coupler at its end, said sills each having avertical wall, and an impact absorbing device for cushioning impactforces imposed on said coupler, the improvement comprising stop meansmounted on said sills between first and second portions of said device,said stop means including a pair of vertically spaced first stop membersmounted on said wall of one of said sills, and a second stop memberhaving a base mounted on said wall of the other of said sills, saidsecond stop member having a projection extending horizontally betweensaid pair of first stop members and terminating adjacent to said device,said first stop member engaging said first portion of said device andsaid second stop member engaging said second portion of said device uponmovement of said sliding sill in one direction, and said first stopmember engaging said second portion of said device and said second stopmember engaging said first portion of said device upon movement of saidsliding sill in the opposite direction.

10. The improvement of claim 9, wherein said pair of first stop memberscomprises a longitudinally extending angle located above said secondstop member and at least one longitudinally extending bar located belowsaid second stop member.

11. The improvement of claim 9, wherein each of said sills has twowalls, each wall of said sliding sill being disposed adjacent a wall ofsaid fixed sill, said impact absorbing device being disposed betweensaid walls of said sliding sill and having a rod extending therefromlongitudinally of said sills, each wall of one of said sills having apair of first stop members thereon and each wall of the other of saidsills having one of said second stop members thereon, said second stopmembers being spaced horizontally apart, said rod extending between saidprojections of said second stop members.

12. In a railway car having a coupler and an underframe including twoco-linear sills movable relative to one another, each of said sillshaving at least one vertical side wall, and an impact absorbing devicelocated longitudinally of said sills for cushioning impact forcesimposed on said coupler of said railway car, said impact absorbingdevice being operatively connected to said coupler, the improvementcomprising stop means having a base and a projection, said base beingmounted on one of said side walls of one of said sills, each of saidwalls of each of said sills having an opening therein, one of saidopenings being of a length to accommodate the relative movement of thesills, said projection of said stop means extending through saidopenings in both of said sills between the ends of said device, and oneend of said projection engaging one portion of said device spacedinwardly from the ends of said device when said device moves in onedirection and the opposite end of said projection engaging anotherportion of said device spaced inwardly from the ends of said device whensaid device moves in the opposite direction.

13. The improvement of claim 12, wherein said base is larger incross-section parallel to said walls of said sills than said projectionand said projection is generally hollow to reduce weight.

14. The improvement of claim 13, wherein said base is rectangular havingon one side substantially horizonbeing rectangular and having verticalinterior ribs for reinforcement.

1. In a railway car having an underframe including a fixed sill, asliding sill longitudinally movable relative to said fixed sill andbeing adapted to carry a coupler at each end, said sills each having avertical wall, and an impact absorbing device supported by one of saidsills and co-acting between said sills for cushioning impact forcesimposed on the couplers, said device having a piston and cylinder with arod extending from one end of said cylinder; the improvement comprisingstop means including a first stop member mounted on one of said sillsand a second stop member mounted on the other of said sills, the wall ofone of said sills having an opening therein, said second stop memberextending through said opening, said opening having a longitudinallength to accommodate the relative longitudinal movement between saidsills, one end of said second stop member being engageable with aportion of said rod and said first stop member being engageable withsaid one end of said cylinder upon movement of said sliding sill in onedirection, and the other end of said second stop member being engageablewith said one end of said cylinder and said first stop member beingengageable with said portion of said rod upon movement of said slidingsill in the opposite direction.
 2. The improvement of claim 1, whereinsaid first stop Member is disposed adjacent said second stop member. 3.The improvement of claim 2, wherein said first stop member comprises apair of vertically spaced members and said second stop member extendshorizontally between said pair of vertically spaced members.
 4. Theimprovement of claim 3, wherein each of said sills has two horizontallyspaced vertical walls, each of said walls of said sliding sill having apair of vertically spaced members, and each of said walls of said fixedsills having one second stop member, said rod extending between saidsecond stop members.
 5. The improvement of claim 1, wherein said slidingsill has an opening in the form of a slot, said first stop members beingmounted on said sliding sill, said second stop member being mounted onsaid fixed sill and extending through said slot in said sliding sill. 6.In a railway car having an underframe including a fixed sill, a slidingsill longitudinally movable relative to said fixed sill and beingadapted to carry a coupler at each end, each of said sills having awall, and an impact absorbing device located within one of said sillsand co-acting between said sills for cushioning impact forces imposed onsaid couplers, the improvement comprising stop means mounted on saidsills between first and second portions of said device, said stop meansincluding a first stop member mounted on one of said sills, and a secondstop member having a base mounted on said wall of the other of saidsills, said wall of each of said sills having at least one openingtherein, at least one of said openings having a length to accommodaterelative movement between said sills, said second stop member having aprojection extending through said openings, said projection of saidsecond stop member terminating within said one sill, said first stopmember engaging said first portion of said device and said projection ofsaid second stop member engaging said second portion of said device uponrelative movement of said sills in one direction, and said first stopmember engaging said second portion of said device and said projectionof said second stop member engaging said second portion of said deviceupon relative movement of said sills in the opposite direction.
 7. Theimprovement of claim 6, wherein said base of said second stop member issecured to said wall of said fixed sill and said projection of saidsecond stop member extends through said openings in said fixed andsliding sills.
 8. The improvement of claim 6, wherein said first stopmember comprises a pair of vertically spaced apart members, one of saidspaced apart members being disposed above and the other of said spacedapart members being disposed below said second stop member.
 9. In arailway car having an underframe including a fixed sill, a sliding silllongitudinally movable relative to said fixed sill and being adapted tocarry a coupler at its end, said sills each having a vertical wall, andan impact absorbing device for cushioning impact forces imposed on saidcoupler, the improvement comprising stop means mounted on said sillsbetween first and second portions of said device, said stop meansincluding a pair of vertically spaced first stop members mounted on saidwall of one of said sills, and a second stop member having a basemounted on said wall of the other of said sills, said second stop memberhaving a projection extending horizontally between said pair of firststop members and terminating adjacent to said device, said first stopmember engaging said first portion of said device and said second stopmember engaging said second portion of said device upon movement of saidsliding sill in one direction, and said first stop member engaging saidsecond portion of said device and said second stop member engaging saidfirst portion of said device upon movement of said sliding sill in theopposite direction.
 10. The improvement of claim 9, wherein said pair offirst stop members comprises a longitudinally extending angle locatedabove saId second stop member and at least one longitudinally extendingbar located below said second stop member.
 11. The improvement of claim9, wherein each of said sills has two walls, each wall of said slidingsill being disposed adjacent a wall of said fixed sill, said impactabsorbing device being disposed between said walls of said sliding silland having a rod extending therefrom longitudinally of said sills, eachwall of one of said sills having a pair of first stop members thereonand each wall of the other of said sills having one of said second stopmembers thereon, said second stop members being spaced horizontallyapart, said rod extending between said projections of said second stopmembers.
 12. In a railway car having a coupler and an underframeincluding two co-linear sills movable relative to one another, each ofsaid sills having at least one vertical side wall, and an impactabsorbing device located longitudinally of said sills for cushioningimpact forces imposed on said coupler of said railway car, said impactabsorbing device being operatively connected to said coupler, theimprovement comprising stop means having a base and a projection, saidbase being mounted on one of said side walls of one of said sills, eachof said walls of each of said sills having an opening therein, one ofsaid openings being of a length to accommodate the relative movement ofthe sills, said projection of said stop means extending through saidopenings in both of said sills between the ends of said device, and oneend of said projection engaging one portion of said device spacedinwardly from the ends of said device when said device moves in onedirection and the opposite end of said projection engaging anotherportion of said device spaced inwardly from the ends of said device whensaid device moves in the opposite direction.
 13. The improvement ofclaim 12, wherein said base is larger in cross-section parallel to saidwalls of said sills than said projection and said projection isgenerally hollow to reduce weight.
 14. The improvement of claim 13,wherein said base is rectangular having on one side substantiallyhorizontal ribs for reinforcing said base, said hollow projection beingrectangular and having vertical interior ribs for reinforcement.